KR20140138906A

KR20140138906A - Railroad vehicle

Info

Publication number: KR20140138906A
Application number: KR1020147028514A
Authority: KR
Inventors: 토시유키 히라시마; 시로우 혼마; 히토시 나가하라
Original assignee: 카와사키 주코교 카부시키 카이샤
Priority date: 2012-04-02
Filing date: 2013-03-21
Publication date: 2014-12-04
Also published as: CN104203708B; US9592839B2; TW201345771A; US20150047530A1; WO2013150736A1; KR101631600B1; JP2013212762A; CN104203708A; TWI513614B; JP5931548B2

Abstract

The railway vehicle 100 includes a pair of side beams 10 extending in the longitudinal direction of the vehicle and an end beam 20 extending in the vehicle width direction at the vehicle longitudinal direction end of each side beam 10, A bolster 30 which is located inside the vehicle longitudinal direction of the beam 20 and extends in the vehicle width direction and which is installed on the truck 102 and a bolster 30 which is located between the end beam 20 and the bolster 30, A plurality of cross beams 50 positioned in the vehicle longitudinal direction than the bolster 30 and extending in the vehicle width direction and fixed to the upper surface of the cross beam 50, And a wobble plate 60 displaceable in the vehicle longitudinal direction with respect to the vehicle.

Description

Rail vehicle {RAILROAD VEHICLE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle, and more particularly to a railway vehicle corresponding to a compressive load acting on a vehicle end.

Generally, in a railway vehicle, a structure in which a keystone plate is disposed on an underframe composed of an end beam, a side beam, an intermediate beam, a bolster, and a cross beam is known. There has been proposed a structure in which the rigidity and strength of the underframe are increased because a compressive load acts on the vehicle end portion of the underframe (for example, see Patent Document 1). In the underframe described in Patent Document 1, a long frame member formed of a fiber-reinforced composite material is provided in an intermediate beam disposed between the bolsters, resulting in a favorable structure for large vehicle end load.

Japanese Patent Application Laid-Open No. 07-17398

The railway vehicle disclosed in Patent Document 1 can improve the buckling strength of the intermediate beam. However, since the keystone plate is disposed over the entire length of the vehicle body, when the vehicle end compressing load acts, the keystone plate is bent before the other members, Or the like.

In order to prevent bending or permanent deformation of such a keystone plate, it is conceivable to increase the plate thickness of the keystone plate or increase the height of the convex portion of the keystone plate (hereinafter also referred to as " peak "). However, there is a problem that if the height of the crest is increased, the position of the floor surface rises and the space in the car is pressed. In addition, if the plate thickness is increased, it is difficult to fix the keystone plate by series spot welding, thereby reducing the efficiency of the manufacturing work. SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and it is an object of the present invention to provide a railway vehicle capable of withstanding a large load at the end of a vehicle.

The railway vehicle according to an embodiment of the present invention includes a pair of side beams extending in the vehicle longitudinal direction, an end beam extending in the vehicle width direction at the vehicle longitudinal direction end of each side beam, A middle beam extending between the end beam and the bolster and extending in the longitudinal direction of the vehicle; a middle beam extending in the longitudinal direction of the vehicle and extending in the vehicle width direction; A plurality of cross beams, and a corrugated plate that is fixed to the upper surface of the cross beam and is displaceable in the vehicle longitudinal direction with respect to the bolster.

According to this configuration, since the corrugated plate is provided so as to be displaceable with respect to the bolster, it is possible to reduce the compressive load on the vehicle end portion acting on the corrugated plate in the underframe, and prevent the corrugated plate from buckling or permanent deformation.

According to the above-described railway vehicle, it is possible to withstand a large vehicle end compressive load.

1 is a schematic side view of a railway vehicle according to an embodiment.
2 is a plan view of an underframe on which a corrugated plate according to an embodiment is placed.
3 is a partially enlarged view of Fig.
4 is a sectional view taken along the line IV-IV in Fig.
5 is a sectional view taken in the direction of the arrow VV in Fig.
6 is a cross-sectional perspective view of a bottom portion (underframe) of the railway car shown in Fig.
7 is a partial sectional view of the bottom portion (underframe) shown in Fig.

Hereinafter, embodiments will be described with reference to the drawings. In the following description, the same or corresponding elements are denoted by the same reference numerals throughout the drawings, and redundant explanations are omitted.

1 is a schematic side view of a railway vehicle 100 according to the present embodiment. 1 is the longitudinal direction of the railway car 100, and the direction toward the ground is the width direction of the railway car 100. [ Hereinafter, the longitudinal direction of the railway vehicle 100 will be referred to as "vehicle longitudinal direction ", and the lateral direction of the railway car 100 will be referred to as" vehicle width direction ".

As shown in Fig. 1, a railway vehicle 100 includes a bogie 102 and a body 103 provided on the bogie 102. The vehicle body 103 is made of, for example, stainless steel and has an end structure 104 corresponding to the end surface, a side structure 105 corresponding to the side, a roof structure 106 corresponding to the roof, (Bottom structure) 107 corresponding to the underframe. The underframe 107 is a portion where the bogie 102 is installed, and a corrugated plate 60 (for example, a keystone plate or a corrugated plate) to be described later is fixed to the upper surface thereof (see FIG.

2 is a plan view of the underframe 107 in which the corrugated plate 60 and the floor pan 70 are disposed. 3 is an enlarged view showing one end portion of the underframe 107 shown in Fig. 2 in the vehicle longitudinal direction. 2 and 3, the underframe 107 has a side beam 10, an end beam 20, a bolster 30, an intermediate beam 40, and a cross beam 50. As shown in FIG. The railway car 100 is provided with a corrugated plate portion 80 on which the corrugated plate 60 is disposed and a floor pan portion 90 on which the floor pan 70 is disposed, have. Hereinafter, each of these components will be described in turn.

The side beam 10 is a member located at an end portion of the underframe 107 in the vehicle width direction. As shown in Fig. 2, the side beams 10 are located at both ends in the vehicle width direction and form a pair, and extend in the vehicle longitudinal direction. 4 is a sectional view taken along the line IV-IV in Fig. In Fig. 4, only one end portion of the underframe 107 in the vehicle width direction is shown. 4, the side beam 10 has a shape that opens inward in the vehicle width direction, and includes a top surface portion 11 located on the upper side, a side surface portion 12 connected to the top surface portion 11, And a lower surface portion 13 connected to the side surface portion 12 and opposed to the upper surface portion 11. The upper surface portion 11 has an upper end portion 14 located outside the width direction and a lower end portion 15 located below the upper end portion 14 and located inward in the vehicle width direction. Incidentally, in this embodiment, the upper end portion 14 and the lower end portion 15 are provided as members different from the upper end portion 14, the side surface portion 12, and the lower surface portion 13, However, the side face portion 12, the bottom face portion 13, the upper end portion 14 and the lower end portion 15 may be integrally formed. Incidentally, although not shown in Fig. 4, the side beams 10 on the other side in the vehicle width direction are configured as described above.

The end beam 20 is a member of the underframe 107 that is located at the end portion in the vehicle longitudinal direction and directly receives the compression force at the end portion of the vehicle. The end beams 20 are arranged to cross the side beams 10 on both sides in the vehicle width direction, as shown in Fig. 5 is a sectional view taken along the line V-V in Fig. As shown in Fig. 5, the end beam 20 of the present embodiment has a box-like shape. More specifically, the end beam 20 has a C-shaped end member 21 which is located at the outermost position in the longitudinal direction of the vehicle and which bends and extends in the vehicle width direction, A top plate 23 arranged to cross the upper surface of the end member 21 and the groove-like steel member 22; a top plate 21 disposed between the end member 21 and the groove-like steel member 22; And a lower plate 24 located on the lower side of the upper plate 22 and opposed to the upper plate 23. However, the configuration of the end beam 20 is not limited to this. For example, the end beam 20 may be constituted by only a bar-shaped member, and various other configurations are applicable.

The bolster 30 is located inside the longitudinal direction of the vehicle than the end beam 20 and is a member to which the bogie 102 is fixed. In other words, the bogie 102 is positioned below the bolster 30. 3, the bolster 30 is arranged so as to extend in the vehicle width direction and to cross the side beams 10 on both sides in the vehicle width direction. In addition, as shown in Fig. 5, the bolster 30 of the present embodiment has a box-like shape. More specifically, the bolster 30 is a member in which the channel member 31 having a C-shaped cross section and the flat plate 32 are joined. Incidentally, the configuration of the bolster 30 is not limited to this, and other configurations may be employed.

The intermediate beam 40 is a member arranged to traverse the end beam 20 and the bolster 30. The intermediate beam 40 in this embodiment is provided at two positions near the center in the vehicle width direction between the end beam 20 and the bolster 30 and both extend in the vehicle longitudinal direction. Thus, since the end beam 20 and the bolster 30 are connected through the intermediate beam 40, when the end-end compression load is applied to the end beam 20, the load is transmitted through the intermediate beam 40 And is transmitted to the bolster 30. That is, the end beam 20, the bolster 30, and the intermediate beam 40 can be regarded as one rigid body as a whole without changing their relative position even if an external force is applied. 2 and 3, members are not specifically shown between the intermediate beams 40 and between the intermediate beam 40 and the side beams 10, but a plate member or a floor fan to be described later may be disposed at this portion good.

The cross beam (50) is a member positioned inside the bolster (30) in the longitudinal direction of the vehicle. As shown in Fig. 2, the cross beam 50 and the silver underframe 107 are disposed at a plurality of positions with intervals between the bolsters 30 before and behind the vehicle longitudinal direction. The cross beam 50 extends in the vehicle width direction so as to cross the side beams 10 on both sides in the vehicle width direction. 5, the cross beam 50 of the present embodiment has a C-shaped cross section and has an upper surface portion joined to the corrugated plate 60, a rib 51 spaced apart from the upper surface portion, (See also Fig. 6). The length of the upper surface portion in the vehicle longitudinal direction is larger than the length of the lower surface portion in the vehicle longitudinal direction. 4, the end portion of the cross beam 50 in the vehicle width direction is inserted into the side beam 10. The upper surface of the cross beam 50 and the lower surface of the lower end portion 15 of the side beam 10 are fixed to each other with the lower surface of the cross beam 50 contacting the upper surface of the lower surface portion 13 of the side beam 10, And are fixed to each other. Further, the cross beams 50 and the side beams 10 are also connected by the L-shaped connecting member 52 when viewed from above as if the flat plate is bent. More specifically, one side of the connecting member 52 is fixed to the cross beam 50 and the other side is fixed to the side beam 10, whereby the cross beam 50 and the side beam 10 are connected. Incidentally, the above-described members are joined to each other by, for example, spot welding or plug welding.

Next, the outline of the configuration of the corrugated plate portion 80 will be described. 6 is a cross-sectional perspective view of a bottom portion (underframe) of the railway vehicle 100 according to the present embodiment. 7 is a partial cross-sectional view of the bottom portion (underframe) shown in Fig. 6 and 7, the corrugated plate portion 80 includes the corrugated plate 60, the heat absorbing layer 81, the heat dispersion layer 82, the bottom panel 85 (the bottom plate 83 and the topsheet 84), and a receiving member 86. [

The corrugated plate 30 is a plate member fixed to the upper surface of the underframe 107). The corrugated plate 30 is made of, for example, stainless steel and has a corrugated structure in which the bottom face portion 61 and the convex portion 62 are alternately and continuously arranged in the vehicle width direction Have. Further, the bottom surface portion 61 and the convex portion 62 are parallel to each other, and each extend in the vehicle longitudinal direction. Incidentally, the corrugated plate also includes a so-called keystone plate having a keystone structure in which the distance between adjacent convex portions 62 is widened toward the downward side in addition to the shape shown in Fig. Since the corrugated plate 60 is constructed as described above, it has a higher strength than a flat plate having the same plate thickness.

Further, the corrugated plate 60 is arranged as follows. 2 and 3, the corrugated plate 60 is located on the upper surface of the second cross beam 50 from the outside in the longitudinal direction of the cross beam 50 having a plurality of end portions in the vehicle longitudinal direction, And the end portions in the width direction are located on the upper surface of the side beam 10. [ By disposing the corrugated plate 60 in this way, the corrugated plate 60 does not come into contact with the bolster 30. According to this configuration, even when a large vehicle end compressive load is applied to the underframe 107, the load on the corrugated plate 60 is not directly applied to the bolster 30 in the longitudinal direction of the vehicle. Further, since the compression force of the vehicle end portion is transmitted to the side beams 10 at both ends of the vehicle width direction, the load is dispersed and transmitted also to the side structure member (not shown), so that the compression load of the vehicle end portion transmitted to the wave plate 60 is reduced . With the above-described structure, it is possible to prevent the wave plate 60 from being buckled or permanently deformed. In this embodiment, the corrugated plate 60 is arranged not to be in contact with the bolster 30. However, even if the corrugated plate 60 and the bolster 30 are in contact with each other, The same effect can be obtained. For example, in the case where the corrugated plate 60 is mounted on the upper surface of the bolster 30 and the corrugated plate 60 and the bolster 30 are not fixed to each other, 30 to the wave plate 60 directly.

Further, the corrugated plate 60 is fixed to the underframe 107 as follows. 4, the bottom face portion 61 of the corrugated plate 60 and the upper face of the cross beam 50 are in contact with and fixed to each other. The bottom surface portion 61 of the corrugated plate 60 at the end portion in the vehicle width direction is in contact with the upper surface of the lower end portion 15 of the side beam 10 in contact with each other. Here, each member is bonded by series spot welding. As described above, since the railway car 100 according to the present embodiment has a structure in which the corrugated plate 60 is hard to buckle and permanently change, the thickness of the corrugated plate 60 can be set to a thickness (for example, 0. 8 mm). As a result, the corrugated plate 60 and the underframe 107 can be joined by series spot welding, thereby improving workability. In addition, the railway car 100 according to the present embodiment can suppress the corrugation of the corrugated plate 60 to be small (for example, about 13 mm) because the corrugated plate 60 is structured to be hard to buckle and permanently change.

However, when the railway vehicle 100 is jacked up, a torsional load acts on the vehicle body 103. In this embodiment, as shown in Fig. 2, the corrugated plate 60 is not provided in the entire length of the vehicle body, but is fixed to most of the underframe 107, so that the strength against the torsional load can be improved . In addition, the corrugated plate 60 may be formed of a single sheet-like plate material, or may be formed so as to oppose a plurality of corrugated plates divided in the vehicle width direction.

The heat absorbing layer 81 is a layer for absorbing heat. As shown in FIG. 7, the heat absorbing layer 81 is laminated on the upper surface of the corrugated plate 60. The heat absorbing layer 81 is formed by dispersing a heat absorbing material inside the ceramic wool. In the present embodiment, vermiculite, which is a thermal expansion material, is used as a heat absorbing material. The heat absorbing layer 81 of the present embodiment expands as a whole as the heat absorbing material (vermiculite) thermally expands. The heat absorbing material used for the heat absorbing layer 50 may be a material other than the vermiculite, but it is preferable that the heat absorbing initiation temperature is 350 to 550 deg. If the heat absorption starts at a too low temperature, the function as a heat absorbing material can not be sufficiently exhibited. As the heat absorbing layer 50, for example, heat-resistant / heat insulating material M20A of Sumitomo 3M Ltd. can be used.

The heat dispersion layer 82 is a layer for dispersing heat in the surface direction. As shown in Fig. 7, the heat dispersion layer 82 is laminated on the upper surface of the heat absorbing layer 81. As shown in Fig. The heat dispersion layer 82 is made of a heat insulating material. The heat insulating material constituting the heat dispersion layer 82 is not particularly limited, but glass wool or ceramic wool can be used. As described above, since the heat dispersing layer 82 is made of a heat insulating material, it has not only an effect of dispersing heat but also a heat insulating effect. The difference between the "heat absorbing material" contained in the heat absorbing layer 50 and the "heat insulating material" forming the heat dispersing layer 82 will be briefly described. While the heat absorbing material is a material that absorbs heat and absorbs heat, Both are different in that the insulation does not absorb heat but is a material that is difficult to transfer heat.

The bottom plate 83 is a member for securing the rigidity of the bottom portion and is a so-called base material. The bottom plate 83 according to the present embodiment is formed of a foamed material of synthetic resin. The bottom plate 83 is located above the heat dispersion layer 82 and has the largest thickness among the members laminated on the corrugated plate 60. In addition, the material forming the bottom plate 83 is not limited to the foamed material of the synthetic resin. Instead of this, a well-known material used as a bottom plate such as wood or a honeycomb material made of light alloy may be applied. The vehicle width direction end portion of the bottom plate 83 is placed on the upper end portion 14 of the side beam 10. A portion of the bottom plate 83 other than the end portion in the vehicle width direction is supported by the supporting member 86. Since the bottom plate 83 is supported by the supporting member 86, the bottom plate 83 is stably maintained. That is, when the bottom plate 83 is placed on the heat absorbing layer 81 and the heat dispersing layer 82 in a soft manner (having a small modulus of elasticity) without using the supporting member 86, It is possible to prevent the flatness of the floor panel 85 from being maintained. However, this can be prevented by using the supporting member 86.

The topsheet 84 is a flooring material that covers the top surface of the bottom plate 83. The topsheet 84 is, for example, a sheet made of rubber, and can mitigate the impact caused by walking or the like of a passenger. In addition, the topsheet 84 serves to make it difficult for the noise or vibration coming from the apparatus disposed under the floor to be transmitted to the cabin side. In addition, the topsheet 84 is not limited to a rubber sheet, but a flooring material generally used in a railway vehicle such as a vinyl chloride resin sheet, an olefin resin sheet, or a carpet can be applied.

The support member 86 is a member that extends in the vehicle width direction and supports the floor panel 85. The support member 86 is made of, for example, stainless steel. Further, the receiving member 86 is arranged corresponding to the position of the cross beam 50 (that is, above the cross beam 50). In addition, the receiving member 86 has a bottom plate contact surface 87 corresponding to the upper surface portion thereof. In addition, the support member 86 has a leg portion extending from the front end in the vehicle longitudinal direction of the bottom plate contact surface 87 to each bottom surface portion 61 of the corrugated plate 60. The leg portion has a front leg portion 88 corresponding to the first leg portion and a rear leg portion 88 corresponding to the second leg portion extending to the bottom surface portion 61 of the corrugated plate 60 at the rear end in the vehicle longitudinal direction of the bottom plate contact surface. (See Fig. 6). The front leg portion 88 and the rear leg portion 89 are provided corresponding to the bottom face portion 61 but are not provided corresponding to all the bottom face portions 61, As shown in Fig. The supporting member 86 and the convex portion 62 of the corrugated plate 60 are spaced apart from each other so that a force such as a passenger load is transmitted from each leg portion through the bottom portion 61 The load transmitted to the cross beam 50 and acting on the wave plate 60 can be reduced.

The floor pan section 90 has a floor fan 70. The floor fan 70 is a member disposed between the side beam 10, the bolster 30, and the cross beam 50 as shown in Fig. Particularly, in this embodiment, the first floor fan 70 is disposed between the bolster 30 and the cross beam 50 where the corrugated plate 60 is not disposed, and the cross beam 50 and the cross beam 50, A second floor fan 70 is disposed.

As shown in Fig. 5, the floor fan 70 is a member made of, for example, stainless steel having a so-called bathtub structure. Specifically, the floor fan 70 includes a rectangular plate-shaped bottom portion 71, a cylindrical side wall portion 72 extending upwardly from the outer edge of the bottom portion 71, Shaped flange portion 73 as shown in Fig. The flange portion 73 is fixed to the top surface of the bolster 30 and the cross beam 50. [

A sound insulating material (including a sound insulating material, a sound absorbing material, a damping material, and a heat resistant material) is installed inside the floor fan 70. As described above, since the floor fan 70 is disposed in the vicinity of the bolster 30, noise and vibration transmitted to the vehicle from the car 102 can be efficiently reduced. Even when a large vehicle end compressive load is applied to the underframe 107, the floor fan 70 itself is low in rigidity. Therefore, even when the load is transferred to the bolster 30, It is not transmitted to the cross beam 50 and the corrugated plate 60 through the cross beam 50 and the corrugated plate 60.

After the corrugated plate 60 and the floor pan 70 are arranged on the underframe 107, a heat absorbing layer and a heat insulating layer are provided on the upper surface thereof. Further, a bottom plate made of, for example, synthetic resin, For example, a surface sheet (floor material) made of rubber is laminated on the upper surface of the base material.

As described above, the railway vehicle according to the present embodiment includes a pair of side beams extending in the vehicle longitudinal direction, an end beam extending in the vehicle width direction at the vehicle longitudinal direction end of each side beam, An intermediate beam extending in the longitudinal direction of the vehicle and extending in the longitudinal direction of the vehicle and extending in the vehicle width direction and being installed in the vehicle; an intermediate beam positioned between the end beam and the bolster, And a wobble plate fixed to the upper surface of the cross beam and displaceable in the vehicle longitudinal direction with respect to the bolster.

According to this configuration, since the corrugated plate is provided so as to be displaceable with respect to the bolster, it is possible to reduce the compression load on the vehicle end portion acting as the corrugated plate in the underframe, and prevent the corrugated plate from buckling or permanent deformation. Also, since the railway vehicle according to the present embodiment has a structure in which the force due to the compressive load at the end of the vehicle is difficult to be caught by the corrugated plate, it is not necessary to increase the plate thickness or corrugation of the corrugated plate. Therefore, the plate thickness of the corrugated plate can be made thin to the extent that it can be spot-welded, and the corrugation can be suppressed to be small, and the space in the passenger compartment can be widened. In addition, since the railway vehicle according to the present embodiment has the corrugated plate fixed to the underframe, sufficient rigidity can be ensured even against the torsional load acting on the vehicle body.

Further, in addition to the above configuration, in the railway vehicle according to the present embodiment, the cross beam has an upper surface portion joined to the corrugated plate and a lower surface portion spaced from the upper surface portion, It may be larger than the length in the longitudinal direction. According to this configuration, since the joining of the upper surface portion of the cross beam and the corrugated plate can be spot welded at two or more points in the longitudinal direction of the vehicle for each cross beam, the strength of the corrugated plate can be improved.

Further, in addition to the above configuration, in the railway vehicle according to the present embodiment, the corrugated plate may be fixed to the upper surface of the cross beam and may not be in contact with the bolster. With this configuration, even when a large compression force of the end portion of the vehicle is applied, the corresponding load acting as the corrugated plate in the bolster can be prevented.

Further, in addition to the above configuration, in the railway vehicle according to the present embodiment, the corrugated plate may be disposed at a position where the end portion in the vehicle longitudinal direction is located inside the longitudinal direction of the vehicle than each bolster. According to this configuration, since the corrugated plate is disposed inside the bolster in the vehicle longitudinal direction, it is possible to prevent the corrugated plate from acting on the vehicle end compressive load transmitted to the bolster. In addition, since the vehicle end compressive load acting on the underframe is distributed to the side beams disposed on both sides, and further dispersed into the side structure, the compression load on the vehicle end compressing part acting on the corrugated plate can be greatly reduced.

Further, in addition to the above-described configuration, the railway vehicle according to the present embodiment may further include a floor fan between the bolster and the end portion of the corrugated plate in the vehicle longitudinal direction. In the railway vehicle according to the present embodiment, the first floor fan, the cross beam, and the second floor fan may be disposed in order from the bolster toward the inside in the vehicle longitudinal direction. With this configuration, it is possible to efficiently install the soundproofing material or the like on the floor pan disposed at a position where the noise from the bogie is most likely to be transmitted to the vehicle, thereby effectively reducing the noise. Also, since the floor fan is low in rigidity, the compressive load of the vehicle end portion is not transmitted to the corrugated plate through the floor fan in the bolster. Particularly, since the first floor fan, the bolster, the second floor fan, and the corrugated plate are disposed in the bolster in the vehicle longitudinal direction, the distance from the bolster can be ensured. This makes it possible to prevent the vehicle end compressive load acting on the corrugated plate.

While the embodiments have been described with reference to the drawings, the specific configuration is not limited to these embodiments, and any design changes or the like that do not depart from the gist of the present invention are included in the present invention.

The railway vehicle according to the present invention is advantageous in the field of railway vehicle technology because it can withstand a large vehicle end compressive load.

10: side beam 20: end beam
30: bolster 30: intermediate beam
50: crossbeam 60: corrugated plate
70: Floor fan 80: Corrugated plate
90: Floor pan part 100: Railroad vehicle
102: Truck 103:

Claims

A pair of side beams extending in the vehicle longitudinal direction,
An end beam extending in the vehicle width direction at an end portion in the vehicle longitudinal direction of the pair of side beams,
A bolster which is positioned in the longitudinal direction of the vehicle more than the end beam and extends in the vehicle width direction and installed in the vehicle,
An intermediate beam positioned between the end beam and the bolster and extending in the vehicle longitudinal direction,
A plurality of cross beams located inwardly of the bolster in the longitudinal direction of the vehicle and extending in the vehicle width direction,
And a wave plate fixed to an upper surface of the cross beam and displaceable in the vehicle longitudinal direction with respect to the bolster.

[2] The apparatus according to claim 1, wherein the cross beam has an upper surface portion joined to the corrugated plate and a lower surface portion spaced from the upper surface portion,
And the length of the upper surface portion in the vehicle longitudinal direction is greater than the length of the lower surface portion in the vehicle longitudinal direction.

The railway vehicle according to claim 1 or 2, wherein the corrugated plate is fixed to the upper surface of the cross beam and does not contact the bolster.

The railway vehicle according to any one of claims 1 to 3, wherein the corrugated plate is disposed at a position where the longitudinal direction end of the corrugated plate is positioned inside the longitudinal direction of the vehicle than the respective bolsters.

The railway vehicle according to claim 4, further comprising a floor fan between the bolster and an end portion in the vehicle longitudinal direction of the corrugated plate.

The railway vehicle according to claim 5, wherein the first floor fan, the cross beam, and the second floor fan are disposed in order from the bolster toward the inside of the vehicle in the longitudinal direction.